Updated March 24, 2017 at 11:00 am: Additional information including replies to some of the questions I posed to Metrolinx and a report of GO Transit’s current ridership added at the end of this article.

Regular readers here will not be surprised at my skepticism regarding the methodology found in Metrolinx reports to perform comparative evaluations of projects. Much of the information is presented at a summary level, important details are omitted, and the underlying assumptions for some calculations are dubious. That said, these reports are the documents Metrolinx relies on to justify its decisions. Understanding how their methodology works is an important part of any critique of the outcome.

What these calculations do not consider is the political context where the “value” of a station is more strongly linked to its perceived delivery on a campaign promise, or to give the impression that transit service will substantially improve where the station is located. This is quite different from how the new facilities will actually affect the transit network or improve the lot of transit riders.

Most of the proposed stations actually do not fare well in the evaluations, although that could well be due to pessimistic projections of the effect of added stops on other “upstream” users of affected GO Transit routes. The evaluation process is very sensitive to the ridership estimates, and if the underlying assumptions change, then so do all of the outcomes.

The new stations to be funded by the City of Toronto have approved as a package, and the detailed IBC reports were not available to Council at the time. A smaller set of stations might make more sense from a financial or planning perspective, but they were sold as a package that is unlikely to be broken up unless some projects prove to be unexpectedly difficult or costly.